1.5 hrs

Started the new year by removing all of the clecos on the leading edge assembly that were already put on twice the day before. Was thinking about making a shim for the tie down through hole, but it occurred to me that I could just to drill a big enough hole for the base of the Van's standard tie down ring. Then some lock washers can be stacked to bring the tie down eye out far enough. Ended up cutting a 3/4 inch hole, which is slightly off center despite my best efforts. There's a small gap between skin and tie down ring, but this can be easily dealt with at a later date.

Was expecting the brother-in-law to come over and help with riveting the leading edge assembly to the spar. But decided I really want to get the Duckworks light install kit done before permanently attaching the leading edge. It can be done after riveting, but it would be easier off the wing, and there's really no rush. So called off the help for the day. Can't order the Duckworks parts need on New Years Day, so started stripping plastic in prep for edge deburring the right leading edge skins and the ailerons.

For the record, I'm going to use the AeroSUN 1600 parts, one on each wing tip, for taxi and landing lights. These have low current needs, no power supply required, have a built-in wigwag feature, and should last the life of the plane. A HID might produce more light, but the LEDs will be vastly superior to anything I've flown with to date. And the price is competitive with a HID solution. The lights on the rentals I'm flying are constantly INOP, so I will go with LEDS for every light I can. I'm using this Duckworks installation bracket to attach the lights. I'm sure I can fabricate the bracket, but this kit comes with the acrylic window for the wing leading edge, making it worth the price.

Wednesday December 31.
Didn't track time well, but a bit more than an hour clecoing the leading edge to the spar - only to realize that the tie down hole still needed work. So off comes all the clecos. Put it all back together, with all the clecos, and realize that the hole is big enough to screw in the tie down ring, but there's a quarter inch gap between the skin and the tie down bar. Leaving it like this would be a bad idea. It would get screwed in too much and ruin the skin. So off comes all the clecoes. Decided to buy some AL stock and fabricate some shims.

For 2008, put in about 425 hours, and set more than 4000 rivets! Finished the empennage assembly and most of the left wing main structure.

This entry is for yesterday, Tuesday, December 30.

1.9 hrs, 44 rivets.

Riveted the rear spar to the wing frame. Some of the longer rivets on the inboard end are called out a bit too short. For instance the AD4704-6 rivets that attach ribs 3, 4, and 5 to the spar and doubler, really should be 6.5 in length. The 6's as called out on the plans just barely work, but 7's are too long. A better idea would be to cut 7's down to 6.5 And there are 7s and 8s that have the same issue. Time to get a rivet cutter.

Actually flew today! Got a landing in at Lakeway and then flew to Brenham for lunch. Met Mike Torbett. We didn't fly together because I was in a 152 and he was in this:

Mike Torbett and his Panzl

Brenham was a beehive. I still find a crowded traffic pattern to be a challenge. As we were walking into the diner, everyone was oohing and aahing over the Panzl. On departure, I left first, with him next. I could hear everyone going (appreciatively) nuts on the radio as he did a high performance climb (after it was requested by the audience). After departing, Mike caught up and flew with me for a little, close to his stall speed.




Hamburger at the Brenham Airport Diner: $200. First formation flying: Priceless!

3.5 hrs, 168 rivets
Started by dimpling the left leading edge skin. Just as this was finishing up, Jim and Brenda Robillard arrived. Jim asked if he could help when we were at their house before Christmas, so I invited him over to do some riveting.

We got to work on the leading edge skin and spars. There were a few tricky spots, but we worked through them, and viola, one each leading edge ready to install on the spar. Now Jim is trained in the craft of riveting.

Thanks Jim!

5.5 hrs, 116 rivets

Finally started riveting on the left wing structure. Started by riveting nutplates to the tank attach strip.

Then got out the gun, and riveted 14 ribs to the main spar. Also reattached 6 nutplates that were drilled out yesterday. And finished by squeezing the forward spar/rib rivets that are covered up by the tank skin.

Figured out that I could squeeze the top and bottom spar/rib main rivets, at least until the spar reinforcing channels got too tall. But by then, the spar channel made a nice guide for the bucking bar.

It was cold in the shop, and it made for a long day. My hands are sore from all that riveting.

5.4 hrs
Today was spent on final prep of the left wing spars. All the #40 holes on the main spar are countersunk. The compressor would kick on after about 15 holes, I would continue till the next rib attach point and then give the countersink bit and compressor a break by working on the rear spar.

Deburred all the #40 holes on the rear spar during these breaks. When the main spar was completely done, so was the rear spar. Then dimpled the rear spar, and then used the deburring bit to slightly ream out the dimples for a better skin/spar fit.

Lastly, primed all of the countersink cuts on both spars.

It doesn't sound like that much work when typed up like this, but it took quite a bit of time.

Tomorrow the rivet count goes up!

4 hrs today
Spent today fabbing reinforcement angles for the spar. Won't go into any details, but these were prescribed by Van's technical support.

Got about 6 hours over the previous three days. Finished edge deburring all wing skins. Didn't take very many pictures, because the subject is kinda boring. And there's plently of pictures of dimpling and edge finishing from the empennage. Still need to edge deburr the flaps, ailerons, and right leading edge skins. But assembly of the left wing is imminent.

Almost forgot. Simplified the fuel tank leak check setup. Used a simple string, wound tight to secure a balloon to the fuel pickup line. Then a piece of Safe-Air tubing flared and cinched down to the vent line made a good fill up tube. Used a 3/16 bike wheel bearing to seal the tube. A little spit, and it's a perfect seal. The balloon still was deflating so sprayed some soapy water, starting on the inboard rib since that's where the high probability areas are. Instantly, bubbles formed from the BNC connector. Put a small balloon over that to seal it up and no more leaks! Now I just have to figure out why the BNC is leaking and what to do about it. That will wait until the right tank is under construction, which should be about the end of January.

12.2 hrs since last post
Haven't been posting, but have been working on the kit.
Finished deburring all wing skins.
Also primed all left wing ribs, stringers, etc..
Next up is final assembly of the left wing. But we are in the middle of winter here in Texas, and it's frickin' cold in the garage. So spending as much time as I can stand doing prep work.

Used the Sherwin Williams 995 self etching primer with the 997 reducer to prime parts this time. The 988 rattle can is way more convenient, and dries much faster. But with so much surface to cover, using the gun is the only sane way to go. Results turned out so-so, very inconsistent. Needs lots more practise with the HVLP gun to get really good. Tried laying the parts on the ground and hanging them up, and decided I like them on the ground better.

Had to rush priming just a bit, since weather was about to change, and life was calling, asking me to do other things.

It's supposed to warm up a little tomorrow, and then I can start riveting. Otherwise, I'll start prepping right wing parts!